Token Racing was a short-lived Formula One team and constructor from the United Kingdom, participating in four Grands Prix of the 1974 Formula One season.
Token's history effectively began back in 1971. Ron Dennis was trying to find sponsorship for his Rondel racing team. Through Ron's then girlfriend, who was the daughter of John Phelps, director of Phelps Antique Furniture in Twickenham, one of its regular customers Tony Vlassopulos, a barrister son of a Greek Shipowner, was asked to sponsor Rondel. Vlassopulos asked his friend Ken Grob, chairman of Alexander Howden, insurance brokers in London if he was interested in joining in.
In late 1973 Rondel Racing, by now a successful Formula Two team founded by Ron Dennis and Neil Trundle, decided to enter F1. Dennis asked Ray Jessop to design the car, while backing was to come from the French oil company Motul, which had sponsored the team for the previous two years in addition to Vlassopulos and Grob. But when the 1973 oil crisis hit, Motul withdrew, and Dennis was forced to close down the team. The F1 project was subsequently sold to shipbroker Tony Vlassopulos and Lloyd's underwriter Ken Grob, from whose first names the "Token" name was derived, while the car was called the RJ02 in honour of Jessop.
The team made its F1 debut in April 1974 at the non-Championship International Trophy race at Silverstone, with Welshman Tom Pryce at the wheel. Its first Championship race came the following month, at the Belgian Grand Prix, where Pryce qualified 20th but retired at three-quarter distance following a collision with Jody Scheckter's Tyrrell. The team entered the next race at Monaco but was forbidden from taking part on the basis of Pryce's supposed inexperience, prompting the Welshman to move to the Shadow team. However, Pryce then competed in the Formula 3 race for Ippokampos Racing, Vlassopulos' Formula 3 concern, and won the race.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#rondennis#tompryce#tokenracing#beforeitstime#gonebutnotforgotten

Kauhsen was a Formula One constructor from Germany, founded by former sportscar driver Willi Kauhsen. The team started in Formula Two in 1976, purchasing Renault cars, and raced with an assortment of drivers with limited success. Kauhsen then entered the 1979 Formula One season, spending 1978 designing their own chassis with Cosworth engines. They participated in two World Championship Grands Prix with Gianfranco Brancatelli, failing to qualify on both occasions, before the team was shut down.
Although unsuccessful in Formula Two, Kauhsen decided to enter Formula One in 1979, and after failing to secure a deal to run the Kojima cars used in the 1977 Japanese Grand Prix, Kauhsen spent 1978 designing their own chassis. Bringing in designer Klaus Kapitza from Ford, Kauhsen planned to construct a copy of the Lotus 79, a car that had dominated the 1978 championship due to the use of ground effects. Apart from the chassis, Kauhsen bought the rest of the components from suppliers, including the Cosworth DFV engine utilised by the majority of the teams at the time, and an outdated five-speed gearbox from Hewland. Having planned to follow the then-advanced use of ground effects by Lotus, initial testing of the prototype revealed fundamental design issues; the designers failed to take account of the variable ride height of cars during braking and acceleration, stopping the ground effects functioning correctly. These problems forced the team to redesign the entire car, bringing in drivers Patrick Nève and Harald Ertl to develop a new car with the limited funds available in the months before the Formula One season was to begin.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oneofakind#respect#legend#passion#winner#champion#worldchampion#formulaone#f1#kaushenf1#germany#kojimaf1#cosworth#groundeffects#willikaushen#beforeitstime#gonebutnotforgotten

The Lotus 99T was a Formula One car designed by Gérard Ducarouge for Lotus for use in the 1987 season. After Renault pulled out of F1 at the end of 1986, Lotus signed a deal with Honda for use of their turbocharged 1.5-Litre engine, although due to Honda's already existing deal with the Williams team allowing them exclusive use of the 1987 spec Honda RA167-E, Lotus had to make do with the Honda RA166-E spec engine from 1986. As part of the deal, Lotus agreed to sign Honda's test driver Satoru Nakajima as team mate to Ayrton Senna. Nakajima, who many felt was only in F1 because of his nationality and because of Honda, brought little to the team other than Honda.
Lotus had also lost long time major sponsor John Player Special who were replaced by Camel as title sponsor, meaning the black cars with gold sign writing of the previous seasons were replaced by bright yellow with blue sign writing.
The 99T was the second Lotus chassis to be fitted with electronic active suspension after the team had experimented with the system on the Lotus 92 used in the first part of the 1983 season. The system's benefits of a consistent ride height with no pitch or roll in the chassis came at a cost, as the system added significant weight to the car (approx 25kg or 55lb) and also robbed the Honda turbo of approximately 5% of its power (the RA166-E was rated at approximately 800 bhp (597 kW; 811 PS) with 1987s 4.0 Bar turbo boost restriction). #vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#brazil#worldchampion#formulaone#f1#lotusf1#honda#turboera#ayrtonsenna#camel#activesuspension#beforeitstime#gonebutnotforgotten

The Wolf WR7 was a Formula One car built for the 1979 season by the Walter Wolf Racing team. Three examples of the car were produced. The first was WR7. A second car, WR8, was built to the same specification, while a slightly modified car, WR9, first appeared at the British Grand Prix. The cars were driven by 1976 champion James Hunt and Keke Rosberg. The engine was a Ford Cosworth DFV.
The car was designed by Harvey Postlethwaite, previously responsible for the Hesketh 308 in which James Hunt won his first race. Wolf's former driver Jody Scheckter left the team at the end of 1978, going to Ferrari, where he would win the World Championship. He was replaced by 1976 champion James Hunt. When it was found that Hunt was unable to fit into the Wolf WR5/6 chassis, a new car had to be built in a haste prior to the season opener in Argentina. The cars proved unreliable and uncompetitive, with Hunt only finishing one of his six races in WR7 and WR8. The assertion made by Motor Sport magazine ahead of the season that Hunt was a driver likely to "quickly lose interest" when not provided with a competitive machine proved right when he left the team (and the sport) after the 1979 Monaco Grand Prix. Keke Rosberg took over his drive for the remainder of the season, but also only finished one race. Rosberg crashed WR9 heavily during qualifying for the Canadian Grand Prix so a hybrid car using WR8's monocoque, dubbed WR8/9 was built up for his use in the USA.
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The Tyrrell 019 marked a significant point in the evolution of Formula One design in having an elevated nose cone. This was the first time that such an idea had been tried in Formula One racing, and set the template for aerodynamic design ever since. The car was introduced two races into the 1990 Formula One season, scoring a point on its debut in the hands of Jean Alesi.
Although the 018 had a modestly successful season in 1989, Harvey Postlethwaite did not rest on his laurels. Postlethwaite was an experienced F1 engineer, having previously built race-winning cars for Hesketh, Wolf and Ferrari, and so was well placed to spot the shortcomings of his own design. Taking the 018 as their base, Postlethwaite and Tyrrell Chief Designer Jean-Claude Migeot decided to try to improve the aerodynamic efficiency of the chassis. One area in particular attracted their attention: the underbody airflow. While true ground effect designs had been outlawed during the 1980s, the contemporary practice of coupling a flat, chassis undertray with a large rear diffuser meant that many cars still produced a significant proportion of their downforce through the generation of a low-pressure air mass underneath the car. What Postlethwaite and Migeot realised was that the efficiency of this low-pressure generating system was being seriously compromised by the low nose position at the front end of the car. These low nose cones effectively diverted air sideways and upwards around the cars' upper bodywork, and reduced the volume of air passing underneath the car. However, the generation of low pressures relies on increasing the speed of the air passing underneath the flat bottom of the car, in relation to that passing over and around it. In simple terms, the more air that can be drawn underneath a car, the faster that air will have to be moving, and the faster the air is moving, the lower the pressure.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#tyrrellf1#kentyrrell#harveypostlethwaite#beforeitstime#gonebutnotforgotten

The Virgin VR-01 was a Formula One motor racing car designed by Nick Wirth for Virgin Racing in the 2010 season. It was driven by former Toyota driver Timo Glock and Brazilian ex-GP2 driver Lucas di Grassi. The car was the first Formula One racing car designed entirely with computational fluid dynamics. The car was due to be launched online through the official team website on 3 February 2010, but technical issues prevented the live internet broadcast from taking place.
The car passed its mandatory FIA crash tests, and completed its first track run at Silverstone on February 4 in the hands of Glock. It tested with other teams for the first time at the group test at Jerez from February 10 to 13. On the first day, Glock completed five laps of the track during wet weather conditions. On the second day, he completed eleven laps before the car's front wing failed; the team had to abandon the day's running due to a shortage of spare parts. Virgin modified the front wing mounting of the VR-01 ahead of the third day's running in Jerez, where di Grassi ran the Virgin for the first time. The following test was plagued by weather conditions and the car suffered a hydraulic problem on the first test day and Glock only managed 10 laps. On the next day Glock notched up 72 laps for the car and had no mechanical problems, however the weather was still wet. Di Grassi took over for the remaining two days of the test. Technical director Wirth said that the hydraulic problem was solved and the car has not had any big glitches. The problem recurred, however, at the final pre-season testing session held at Catalunya, costing the team further track time and necessitating a further redesign of the relevant components ahead of the Bahrain Grand Prix.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#virginairlines#richardbranson#manorracing#marussiaf1#julesbianchi#russia#beforeitstime#gonebutnotforgotten

The Brabham BT56 was a Formula One car designed by John Baldwin and Sergio Rinland and raced by the Brabham team in the 1987 Formula One season. The car was powered by the straight 4 turbocharged BMW engine and raced on Goodyear tyres. Brabham finished 8th in the 1987 Constructors Championship with 10 points scored. It was driven by Andrea de Cesaris, Riccardo Patrese and Stefano Modena; both de Cesaris and Patrese scored a 3rd place driving the BT56.
After a disappointing 1986 season with the BT55, the team reverted to a more conventional design in 1987. Long time Brabham designer Gordon Murray had moved to McLaren leaving the BT56 as the first Brabham car not designed by Murray since the Ralph Bellamy designed Brabham BT37 that raced in the 1972 and 1973 seasons. The BT56 was not a very competitive car; although it was quicker than some others (Patrese ran as high as second before retiring at the San Marino Grand Prix that year) it was nowhere near as competitive as the Williams, McLaren, Ferrari or Lotus cars that year. It was also a very unreliable car; of the 16 races, Patrese finished 6 races, and de Cesaris only finished one race- which was his third place at the Belgian Grand Prix that year; although he had a bad reputation for crashing, most of his retirements were due to mechanical failures, but some suspected that this was down to his questionable temperament and his harsh treatment of the car. Patrese also managed a third place in Mexico, although earlier in the season he had been unlucky to lose second place at the San Marino Grand Prix with alternator failure.
This was the last Brabham to use a turbocharged engine. It was also the last Brabham designed while longtime owner Bernie Ecclestone ran the team- he sold the team for US$5 million to Swiss businessman Walter Brun at the end of 1988 after buying it in 1972 for US$120,000 from the team's co-founder Ron Tauranac.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#bmw#bernieecclestone#brabhamf1#turbo#walterbrun#beforeitstime#gonebutnotforgotten

Life was a Formula One constructor from Modena, Italy. The company was named for its founder, Ernesto Vita ("Vita" is Italian for "Life"). Life first emerged on the Formula One scene in 1990, trying to market their unconventional W12 3.5-litre engine.
The team had a disastrous single season, and failed to make the grid in all 14 attempted starts during the 1990 season, often clocking in laps many seconds slower than their next competitor.
When the new season came,the team had one chassis, one engine, and few if any spare parts. Their in house W12 turned out to be the least powerful engine of the year: its output was 480 hp while others produced 600 to 700 hp. At the same time, the L190 chassis was one of the heaviest cars in the field at 530 kg. Handling was bad and reliability was poor. As a result, the Life was no faster than a Formula 3 car. Even in Formula 3000, it would have been outclassed.
Initially Sir Jack Brabham's son Gary Brabham was signed to drive but when he failed to pre-qualify twice he left the team for good. In the second of his two races the car coasted to a halt after 400 yards with the mechanics on strike revealing they never put oil in the engine.
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Rial is a German producer of light alloy wheels and rims, and was a Formula One constructor competing in the 1988 and 1989 seasons. Founded in the 1970s as a wheel rim producer, the company was bought by Günter Schmid, ex-owner of the ATS wheels company in 1987. Schmid followed the same strategy as he had at ATS, advertising the Rial wheel brand by entering Formula One as a constructor. Rial participated in 32 Grands Prix, entering a total of 48 cars. They scored six championship points, finishing a highest of ninth in the constructors championship in 1988. After leaving Formula One at the end of the 1989 season, the Rial Racing division was closed, and the company did not race again. Rial continues to manufacture wheels and rims from its factory in Fußgönheim.
Günter Schmid, ex-owner of the ATS company that competed in Formula One for eight years, bought Rial in 1987, ahead of the reduction in power of the turbo-engines in 1988, and set up a Formula One team at Rial's base in Fußgönheim. With old-ATS designer Gustav Brunner, Schmid produced the Rial ARC1, powered by a Cosworth DFZ engine, an updated model of the ubiquitous design of the pre-turbo seasons. The ARC1, nicknamed the "The Blue Ferrari" due to the similarities with the Brunner-designed Ferrari F1/87, featured a double wishbone pullrod suspension, with shock absorbers innovately placed horizontally against the chassis.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#rialf1#atsf1#atswheels#rialwheels#germany#blueferrari#beforeitstime#gonebutnotforgotten

The Renault RS01 was the first Formula One car to be powered by a turbocharged engine. It was also the first to use radial tires, which were provided by Michelin. Designed by André de Cortanze and Jean-Pierre Jabouille, it first appeared at the 1977 British Grand Prix. The rules of F1 at the time permitted 3.0 litre engines of natural aspiration, with a clause for a 1.5 litre supercharged or turbocharged engine. None of the teams had pursued this avenue, and stuck to Ford Cosworth DFV engines, whilst Ferrari, Matra and Alfa Romeo concentrated on developing Flat-12 engines for their cars, and their customer teams of Ligier and Brabham. Leading French car manufacturer Renault decided to develop a 1.5 litre turbocharged engine, and a car to accompany the powerplant.
Team Lotus had introduced ground effect with the Lotus 78, while Tyrrell were using the six wheeled Tyrrell P34. Renault continued the innovatory path with their car, drawing on the knowledge gained from their turbocharged 2.0L V6 engine used in Sports car racing which culminated in finishing 2nd at Le Mans in 1977 and winning in 1978, proving that Renault's turbocharged engines could not only be powerful, but reliable.
The RS01 appeared cumbersome and overweight and indeed it was. But it was nothing more than an experimental test car at this stage, and Jabouille, who was also the team's driver, worked hard to develop it. The engine block was made in cast iron to withstand the pressures of turbocharging, whilst the chassis itself was kept as uncomplicated as possible to aid development.
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The Lotus 87 was a Formula One racing car used by Team Lotus in the second part of the 1981 Formula One season and in the first race of the 1982 season.
The car, driven by Italian Elio de Angelis and future world champion Nigel Mansell, was another step in Lotus' development of ground effect cars. Its predecessor, the Lotus 81 had proven to suffer from a chassis that was not rigid enough, compared to the dominant Williams FW07. Lotus therefore introduced a new chassis, built out of carbon fibre and reinforced by kevlar sheets, since the team felt carbon fibre alone would not be sufficient to provide the chassis with the stability needed. As the John Barnard-designed McLaren MP4/1 would prove, this was a miscalculation. The chassis was originally planned for the ambitious twin-chassis Lotus 88, but after the car was outlawed, it was hastily rebuilt to become the more conservative 87. The car was not competitive enough to fight for victories, even though the drivers did manage to get some points. When the new turbo charged engines of Renault and Ferrari became more reliable, the car proved to be yet still too heavy and was replaced by a lighter 87B specification for the opening round of 1982. It was subsequently replaced altogether by the Lotus 91, which proved more competitive, recording a podium in its first outing in Brazil.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#lotusf1#colinchapman#essex#johnplayerspecial#england#nigelmansell#groundeffects#turboera#beforeitstime#gonebutnotforgotten

Top of the list on the cool meter.
This is for sure over the top on the cool factor. We built this for a customer Lamar Walden way back about 30 years ago. Triple dominators on an all custom billet aluminum "W" head engine. Lamar was the king of all "W" head stuff, and hand built this billet block and heads himself. He then assembled the engine and found that he couldn't get enough air and fuel into this monster, so he contacted us to come up with this wild combination. Finally it was installed into the cool car of all cars, a 62 bubble top Bel Air, but this one was built on a smaller scale for the beginning of Pro-Mod drag racing.
#trccarbs#totalracingcomponents#lotsofcarbs#shessofinemy409#oldschoolcool#beforeitstime#monsters

The Ferrari 637 was a Ferrari racing car designed to run in the American CART series. It was designed by Gustav Brunner and, although tested and unveiled to the press in 1986, it never raced.
Unhappy with the impending engine regulations in Formula One (which stipulated that the engine must be a V8 configuration), Enzo Ferrari commissioned the design of an IndyCar. He made no secret of his desire to win the Indianapolis 500; however, many believe that his threat to leave F1 for CART was merely a bargaining tool to make the FIA rethink their engine regulations. Ferrari approached Goodyear about the possible CART program, and Goodyear recommended the Truesports CART team for a research and development partnership.
After the 1985 CART season, Truesports and driver Bobby Rahal traveled to Italy to demonstrate a March 85C-Cosworth. The car was tested by both Rahal and Ferrari driver Michele Alboreto at the Fiorano test track. Afterwards, the car was taken apart and studied by Ferrari. In 1986, Ferrari designed and built their own car, which was tested by Alboreto.
Ultimately, this car was never raced as a Ferrari, but was passed on to fellow FIAT subsidiary Alfa Romeo, who were looking to improve their market share in the US.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#ferrari#indianapolis#indycar#cart#alfacorsa#autodelta#alfaromeo#scuderiaferrari#beforeitstime#gonebutnotforgotten

Chris Amon at the wheel of the Matra MS12.
Mécanique Aviation Traction or Matra (Mécanique Aviation TRAction) was a French company covering a wide range of activities mainly related to automobiles, bicycles, aeronautics and weaponry.
In 1994, it became a subsidiary of the Lagardère Group and now operates under that name.
Matra was owned by the Floirat family. The name Matra became famous in the 1960s when it went into car production by buying Automobiles René Bonnet. Matra Automobiles produced racing cars and sports cars, and was successful in racing.
In the mid-1960s Matra enjoyed considerable success in Formula 3 and Formula 2 racing with (especially) its MS5 monocoque-based car, winning the French and European championships. Matra competed as a constructor in Formula One from 1967 to 1972 and as an engine supplier between 1975to 1982, winning the Drivers' and Constructors' Championships in 1969.
Matra also competed in sports car racingfrom 1966 to 1974 winning the 24 Hours of Le Mans in 1972, 1973 and 1974 and the World Championship for Makes in 1973 and 1974.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#matra#france#matrasimca#chrisamon#newzealand#beforeitstime#gonebutnotforgotten

Simtek (Simulation Technology) was an engineering consultancy firm and Formula One racing team. The Formula One (F1) engineering consultancy arm, Simtek Research, was founded in 1989 by Max Mosley and Nick Wirth. It originally was involved in many areas of Formula One, including wind tunnel construction and chassis building for third parties. Simtek Grand Prix, the racing team, launched in 1993 and competed in the 1994 and 1995 seasons achieving a best result of ninth place. With large debts and a lack of sponsorship money, Simtek went into voluntary liquidation in June 1995.
Simtek Research was founded in August 1989 by Nick Wirth and Max Mosley aiming to provide a cost-effective design, research and development service to the highest possible standards. Initially working out of an office in Wirth's home, the company grew quickly and moved to its own facility, including a windtunnel, on the Acres Industrial Estate in Banbury, Oxfordshire. Simtek's clients included the FIA, F1 constructors Ligier and numerous Formula 3000 and Indycar teams.
In 1990 Simtek designed a Formula One car for BMW who were making plans to found a works team. The project was aborted, and BMW instead entered the German Touring Car Championship (Deutsche Tourenwagen Meisterschaft) in 1991, the BMW 3-series cars being run by Simtek engineers. The BMW F1 car design was revived, updated and sold to Andrea Moda Formula to compete in the 1992 season. In 1992, after becoming president of the FIA, Mosley sold his share in Simtek to Wirth.
In 1993, Simtek were commissioned to design a car for the new Bravo Grand Prix team, however following the sudden death of Bravo's project backer, Jean François Mosnier, the plans were scrapped.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#simtek#maxmosley#mtv#russellathletic#nickwirth#dtm#rolandratzenberger#andreamoda#bravof1#beforeitstime#gonebutnotforgotten

The Dallara F192 was a Formula One car designed by Gian Paolo Dallara, of Dallara, and used by the BMS Scuderia Italia team during the 1992 Formula One season. Its best finish in a race was sixth (twice). It was the last Dallara chassis to be used by Scuderia Italia.
For the 1992 season, team owner Giuseppe Lucchini took over Ferrari's engine supply arrangement with Minardi. This arrangement provided the team with Ferrari V12 engines, although to 1991 specification. The chassis, designed by Gian Paolo Dallara, was a development of the previous year's car but adapted for use with the new engine, which required a larger fuel cell. It was the only 1992 car to use a high front wing with deep end plates which, after the first race of the year, were supported by cables.
The team's drivers both complained about the handling of the car and consequently aerodynamics and the suspension were refined continuously throughout the year.The results achieved by the end of the European stage of the season were not what was expected and for the following season, Lucchini had decided to use a chassis designed by Lola. This ended a five-year relationship with Dallara.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oneofakind#respect#legend#passion#champion#winner#gianpaolodallara#worldchampion#formulaone#f1#ferrari#bmsscuderiaitalia#dallara#giuseppelucchini#marlboro#beforeitstime#gonebutnotforgotten

The Lotus 79 was the first F1 car to take full advantage of ground effects aerodynamics, pioneered in its immediate predecessor, the Lotus 78. The undercar pressure problems in the 78 were resolved with the 79, with further design work on the venturi tunnels under the car, which allowed the low pressure area to be evenly spaced along the whole of the underside. This was achieved by extending the rear bodywork to a point inside the rear wheels, allowing the underside to extend further back, instead of ending abruptly in front of the rear wheels as on the 78. As a result, the rear suspension was also redesigned to allow the air to exit the rear more cleanly than on its predecessor. This allowed a smaller rear wing to be designed, causing less drag. When the car first appeared, the upper bodywork was steeply raked and featured "Coke bottle" sidepods. After work in the wind tunnel, these features were found to be unnecessary, as the car generated so much downforce anyway. These features were, however, later incorporated into the Lotus 80.
The team experimented by fitting the car with wings, but this had little effect on the way the car behaved. Andretti persevered with the car, but his new team mate Carlos Reutemann refused to drive it and stayed with the Lotus 79.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#lotusf1#groundeffects#colinchapman#martiniracing#england#carlosreutemann#marioandretti#beforeitstime#gonebutnotforgotten

The Jaguar R2 was the car with which the Jaguar team competed in the 2001 Formula One season. It was driven by Eddie Irvine, who was in his second year with the team, and Luciano Burti, who had deputised for Irvine at the 2000 Austrian Grand Prix. However, the Brazilian was replaced by Pedro de la Rosa after only four Grands Prix.
For Jaguar, 2001 was a season of consolidation after a disastrous début season in 2000 saw the team score only four points in the Constructors' Championship. The car was therefore more conservative and reliable than in the previous year, and the team's success was slightly greater, if not a quantum leap forward. Indeed, there were only four points finishes from Irvine and de la Rosa throughout the season, although one of these was Jaguar's maiden podium finish at Monaco.
The season was more notable for Jaguar's exploits off the track. McLaren designer Adrian Newey seemingly signed a contract with the team, but quickly changed his mind and remained with his current employers. The deal was struck by Team Principal Bobby Rahal, and its failure, allied to an alleged deal to sell Irvine to Jordan, would culminate in his replacement by fellow retired racer Niki Lauda by season's end. It was seen that such a replacement was inevitable, as Lauda had initially arrived in the team whilst Rahal was in charge.
The team eventually finished eighth in the Constructors' Championship, with nine points. The R2 was succeeded by the Jaguar R3.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#jaguarf1#ford#cosworth#stewartgp#hsbc#bobbyrahal#nickilauda#redbullracing#beforeitstime#gonebutnotforgotten

Jackie Oliver catching air in his Lotus Ford at the Nurburgring, 1967 German GP.
The 1967 German Grand Prix was a motor race for both Formula One and Formula Two cars held at the Nürburgring on August 6, 1967. It was race 7 of 11 in both the 1967 World Championship of Drivers and the 1967 International Cup for Formula One Manufacturers. The 15-lap race was won by Brabham driver Denny Hulme after he started from second position. His teammate Jack Brabham finished second and Ferrari driver Chris Amon came in third.
There had been some changes to the track in an attempt to slow the cars down as they approached the pit area. However, it was clear that the cars had developed considerably over 12 months, so the changes had very little effect on the lap times.
Clark converted his pole position into an early lead, while his Team Lotus team-mate Graham Hill was pushed from his grid position of 13th, onto some grass, restarting the back of the field, behind the F2 cars. Clark stayed ahead Hulme and Gurney for the first three laps of the race. On the fourth lap, Clark dramatically slowed, his suspension having buckled, and so ended his race. Hill managed his Lotus up to tenth before mechanical troubles eventually put him out of the race.
Immediately Gurney passed Hulme for the lead, while Brabham was third after McLaren retired with a split oil pipe. Ickx continued to impress. He was now up to fifth, behind Stewart. The Scotsman overtook Brabham, only to encounter transmission problems, and so Ickx moved up to fourth. Shortly after this, the Ferrari of Chris Amon closed up and passed the F2 Matra. By lap 12, Ickx was also out of the race, following the collapse of this front suspension. On the next lap, the universal joint on a driveshaft broke for the race leader, Gurney. Hulme took the lead to win from his team-mate Brabham and fellow Kiwi, Amon.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#germany#nurburgring#jackieoliver#dennyhulme#repcobrabham#lotusford#beforeitstime#gonebutnotforgotten

BMW bought Swiss team Sauber in June 2005 to form the BMW Sauber F1 Team. The takeover came after BMW's relationship with Williams had deteriorated in the previous months, the partnership ending at the end of the 2005 season. The team was based at Sauber's headquarters in Hinwil, Switzerland and BMW's headquarters in Munich, Germany.
The team scored two podium finishes and came fifth in 2006, its first season in Formula One. This was followed by a second place in 2007 after the McLaren team had been excluded from the championship. Polish driver Robert Kubica took the team's only Grand Prix victory at the 2008 Canadian Grand Prix. Following a poor 2009 season, BMW withdrew from Formula One and sold the team back to founder Peter Sauber.
On 15 September 2009 it was announced that BMW Sauber had secured a buyer, Qadbak Investments Limited which said to represent European and Middle Eastern interests. However Lotus had been given the 13th and final slot in the 2010 Championship. The team were awarded what was termed a 14th entry, which hinges either on another team dropping out or all the other teams agreeing to allow 28 cars to enter the 2010 Championship.
On November 22, Swiss newspaper SonntagsZeitung revealed that Qadbak's attempt to purchase the team had failed as it did not have the necessary funds. Qadbak turned out to be a shell company with no assets and no investors behind it. On November 27, 2009 it was announced that Peter Sauber would repurchase the team conditional upon the team receiving a FIA entry for the 2010 season. The FIA subsequently granted Sauber an entry on December 3. The team used Ferrari engines in 2010.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#bmw#sauber#petersauber#germany#robertkubica#ferrari#munich#beforeitstime#gonebutnotforgotten

For 1973, The Surtees team updated the TS14 into the TS14A and the driver line up was former motorcycle champion, Englishman Mike Hailwood and Brazilian José Carlos Pace. The first race of 1973 was the 1973 Argentine Grand Prix and both drivers retired on the same lap, Hailwood with suspension failure and Pace with a broken halfshaft. At Brazil the Englishman retired with a broken gearbox and the Brazilian at his home track retired with suspension failure. At the South African Grand Prix, both drivers retired with accidents, Pace had a flat tyre and Hailwood crashed with Clay Regazzoni's BRM. Regazzoni's car burst into flames with the unconscious Swiss driver at the wheel. Hailwood dived into the flames, undid Regazzoni's belts and managed to drag him clear. Hailwood was later awarded the George Medal for his bravery. Regazzoni was rushed to hospital but he had only minor burns. Both drivers retired at Spain, the Englishman with an oil leak and the Brazilian with a broken halfshaft. The Belgian Grand Prix saw Pace finished eighth and Hailwood retire with an accident. At Monaco, the Englishman finished eighth and the Brazilian retired with a broken halfshaft. The Swedish Grand Prix saw Hailwood retire with a tyre problem and Pace finished 10th, At France, the Englishman retired with an oil Leak and the Brazilian finished 13th. The British Grand Prix saw Jochen Mass join Pace and Hailwood for a one off drive but all were eliminated in a first lap crash with Jody Scheckter (McLaren), Jean-Pierre Beltoise (BRM), Andrea de Adamich (Brabham), Roger Williamson (March) and the Shadow cars of George Follmer (Works Shadow), Jackie Oliver (Works Shadow) and Graham Hill (privateer Shadow) all involved. Hill was the only one able to drive away from the scene. At Holland, the Englishman retired with an electrical problem and the Brazilian finished seventh.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#johnsurtees#georgemedal#mikehailwood#carlospace#beforeitstime#gonebutnotforgotten

The six-wheeled Ferrari 312T6 used four tyres at the rear, specially developed for the purpose. It was one of a few six-wheeled designs during that period, although Tyrrell's P34 was the only example which raced. The car followed in the footsteps of the Tyrrell P34, but instead of four smaller front wheels, the T6 used 4 normal sized rear wheels on one rear axle.
The car was tested by both Niki Lauda and Carlos Reutemann in 1977, but never raced. Quite apart from the fact that it was far wider than the regulations permitted it also proved a challenge to drive. During one test at Ferrari's Fiorano test track Reutemann crashed the car then it burst into flames on his 12th lap of testing, and suffered a rear upright failure on another occasion. Needless to say the Argentinean was not impressed.
Following the 312T6 experiment articles appeared in the Italian press with pictures and illustrations depicting a secret Ferrari Formula 1 car, dubbed the 312T8. They showed four wheels at the front, like the Tyrrell P34, and another four at the rear, like the March 2-4-0. The idea was evidently crazy and no such car ever materialised. Many years later, these pictures were revealed to be a mock up, released by Ferrari itself (although not officially) to keep attention high.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formula1#f1#ferrarif1#scuderiaferrari#maranello#nickilauda#tyrrell#tyrrellp34#sixwheeler#italy#beforeitstime#gonebutnotforgotten

The Lola T93/30 was the Formula One car built by Lola Cars and raced by the BMS Scuderia Italia team for the 1993 Formula One season. Scuderia Italia, which did not construct its own cars, had previously run Dallara chassis since its first season in 1988, but team owner Beppe Lucchini elected to switch to Lola after an uncompetitive 1992 season.
However, the T93/30 proved to be the least competitive car on the 1993 grid. Its lack of success was to such an extent that Scuderia Italia opted not to compete in the final two Grands Prix of the season, and subsequently merged with the Minardi team for 1994. As such, the T93/30 was the final F1 car to be raced solely by Scuderia Italia, and is also the last Lola chassis to have started a Grand Prix.
The deal with Lola saw the firm, headed by Eric Broadley, construct the T93/30 chassis and gearbox in its base near Huntingdon, into which the Ferrari engine was then fitted. The chassis, produced around a carbon fibremonocoque, was a conventional design, and did not feature any of the electronic driver aids such as traction control and active suspension that were being adopted by the top teams during this period. The designation "T93/30" stood for "Type 1993", with the "/30" suffix indicating that it was an F1 car. Three T93/30s were used by the Scuderia Italia team during the course of the season.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#oldtimes#olddays#oneofakind#respect#legend#passion#champion#winner#worldchampion#formulaone#f1#ferrari#scuderiabmsitalia#bmsitalia#beppelucchini#lolaf1#lolaracing#beforeitstime#gonebutnotforgotten

The Meiritsu Racing Team using the Tyrrell 007 in the 1977 Japanese Grand Prix. One of the many one off Formula One teams that took their shot at privateer F1 racing.
The Tyrrell 007 is a Formula One racing car, designed by Tyrrell's Chief Designer, Derek Gardner and used in the 1974, 1975, 1976 and 1977 Formula One seasons.
The Tyrrell 007 made its debut at the Spanish Grand Prix. Scheckter drove the 007 and finished fifth, Depailler raced the 006 and the 005 was no longer used. Two 007s raced at Belgium. At the start of the race, Clay Regazzoni's Ferrari took the lead ahead of Scheckter and Emerson Fittipaldi's McLaren. At the end of the first lap Fittipaldi passed Scheckter to take second place. At the Swedish Grand Prix, Scheckter won the race and Depailler finished second. At the Dutch Grand Prix Scheckter finished fifth and Depailler sixth. At the French Grand Prix, Scheckter took fourth and Depailler finished eighth in the 006. In the British Grand Prix Scheckter took the lead and won the race, engine failure took Depailler out of the race. In Germany, Depailler through an accident caused by broken suspension. At the Austrian Grand Prix Depailler retired after an accident. Peterson crossed the line less than a second ahead of Fittipaldi after 12 laps of battling in Italy. Scheckter finished third and Depailler finished eleventh.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formula1#f1#tyrrellf1#kentyrrell#jodyscheckter#underdog#england#meiritsuracing#beforeitstime#gonebutnotforgotten

Fondmetal S.p.A. is an Italian manufacturer of alloy wheels and was a Formula One constructor that competed in the 1991and 1992 seasons, scoring no championship points. The company also sponsored, and supplied wheels to, numerous other constructors from the mid-1980s to the early 2000s.
For the 1991 Formula One season, Osella Squadra Corse was gone; the team re-appeared as Fondmetal Corse. Initially, Fondmetal entered the FA1M-E car which was a mere carry-over from the previous year (and, in fact, from 1989 as Osella had not been able to construct a new car in 1990). Driven by Olivier Grouillard, the blue and grey coloured machine was uncompetitive by any means. In the first two races of the season, Grouillard was slower than everyone else. Although Fondmetal was able to use Cosworth engines prepared by Brian Hart from previous years' Tyrrell's engines, even Pedro Chaves in his Coloni was ahead of the Fondmetal car. In that hostile atmosphere, pre-qualification turned out to be impossible. But Rumi had high hopes for the European season. By the San Marino Grand Prix, a new car appeared, called the Fomet-1. It was conceived by a newly founded think-tank in the UK called Fomet. The Bicester-based design office was headed by Tino Belli and founded by Rumi who thought that British input was necessary for gaining success. The Fomet-1 featured new aerodynamics, a new suspension and some other improvements, but apart from this, the new car obviously preserved its Osella roots. Finally, things improved a little, but not significantly. With the new car, Grouillard managed to be faster than the Coloni machine, but that does not mean that Fondmetal was able to pass pre-qualifying regularly. Only a handful of race participations were possible, but results were poor, although he qualified 10th for the 1991 Mexican Grand Prix, ahead of Andrea de Cesaris in the Jordan, who finished 4th.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oneofakind#respect#legend#passion#winner#champion#worldchampion#formulaone#osellaf1#fondmetalf1#cosworth#fondmetal#brianhart#gabrielerumi#beforeitstime#gonebutnotforgotten

Lola Cars International Ltd. was a racing carengineering company founded in 1958 by Eric Broadley and based in Huntingdon, England. Enduring more than fifty years, it was one of the oldest and largest manufacturers of racing cars in the world. Lola Cars started by building small front-engined sports cars, and branched out into Formula Junior cars before diversifying into a wider range of sporting vehicles. Lola was acquired by Martin Birranein 1998 after the unsuccessful MasterCard Lola attempt at Formula One.
Towards the end of his long career, Graham Hill found it difficult to attract works drives; with a view to both finding a drive and a future as a team owner he established his own team backed by the Embassy cigarette brand. After an unsuccessful 1973 with a customer Shadow, the team commissioned its own cars from Lola. The T370 was largely based on the Formula 5000 cars of the time, and looked similar to Lola's F5000 cars, although it sported a larger airbox. The car was developed by Andy Smallman into the Hill GH1 in 1975, but the team's first in-house design, the Hill GH2, remained unraced when Hill, Tony Brise, Smallman and several other team personnel were killed in an air crash in November 1975.
Lola was one of several teams to lodge an entry with the FIA for the 2010 Formula One World Championship. On 17 June, however, the company abandoned its plans to return to F1 after failing to secure a place on the initial 2010 entry list.
After a period in bankruptcy administration, Lola Cars International ceased trading on 5 October 2012.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oneofakind#respect#legend#passion#winner#champion#worldchampion#formulaone#lolaf1#embassyhill#grahamhill#damonhill#beforeitstime#gonebutnotforgotten

Italian motor manufacturer Alfa Romeo participated in Formula One motor racing as both a constructor and engine supplier sporadically between 1950 and 1987, and later as a commercial partner since 2015. The company's works drivers won the first two World Drivers' Championships in the pre-war Alfetta: Nino Farina in 1950; and Juan Manuel Fangio in 1951. Following these successes Alfa Romeo withdrew from Formula One.
During the 1960s, although the company had no official presence in the top tier of motorsport a number of Formula One teams used independently developed Alfa Romeo engines to power their cars. In the early 1970s, Alfa provided Formula One support for their works driver Andrea de Adamich, supplying adapted versions of their 3-litre V8 engine from the Alfa Romeo Tipo 33/3 sports car to power Adamich's McLaren (1970) and March (1971) entries. None of these engine combinations scored championship points.
In the mid-1970s, Alfa engineer Carlo Chiti designed a flat-12 engine to replace the T33 V8, which achieved some success in taking the 1975 World Sportscar Championship. Bernie Ecclestone, then owner of the Brabham Formula One team, persuaded Alfa Romeo to supply this engine free for the 1976 Formula One season. Although the Brabham-Alfa Romeos' first season was relatively modest, during the 1977 and 1978 World Championships their cars took 14 podium finishes, including two race victories for Niki Lauda.
The company's sporting department, Autodelta, returned as the works team in 1979. This second period as a constructor was less successful than the first. Between the company's return and its withdrawal as a constructor at the end of 1985, The team's engines were also supplied to Osella from 1983 to 1987, but they scored only two World Championship points during this period.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oneofakind#respect#legend#passion#winner#champion#worldchampion#formulaone#alfacorsa#autodelta#carlochiti#alfaromeo#brabhamf1#bernieecclestone#osellaf1#beforeitstime#gonebutnotforgotten

Brawn GP Formula One Team, then the trading name of Brawn GP Limited, was a Formula One world championship winning motor racing team and constructor, created by a management buyout of Honda Racing F1 Team led by Ross Brawn, but using a Mercedes engine.
The team only competed in the 2009 FIA Formula One World Championship, with drivers Jenson Button and Rubens Barrichello. The team clinched that year's Constructors' Championship, and Button took the drivers' title. For 2010, the team again changed identity, becoming Mercedes GP.
On its racing debut, the season-opening 2009 Australian Grand Prix, the team took pole position and 2nd place in qualifying and went on to finish first and second in the race. Button won six of the first seven races of the season and on 18 October at the Brazilian Grand Prix, he secured the 2009 Drivers' Championship and the team won the Constructors' Championship. Barrichello won twice and finished third in the Drivers' Championship. The team won eight of the season's seventeen races, and by winning both titles in its only year of competition became the first to achieve a 100% championship success rate.
On 16 November 2009 it was confirmed that the team's engine supplier, Mercedes-Benz, in partnership with Aabar Investments had purchased a 75.1% stake in Brawn GP (Mercedes: 45.1%; Aabar: 30%), which was renamed Mercedes GP for the 2010 season.
The team had a race win success rate of 47.05% (8 wins in 17 races), and by winning both titles in its only year of competition, the team is the first ever to achieve a 100% championship success rate.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oneofakind#respect#legend#passion#winner#champion#worldchampion#formulaone#tyrrellf1#barf1#hondaf1#mercedesf1#rossbrawn#jensonbutton#beforeitstime#gonebutnotforgotten

British American Racing was a Formula One constructor that competed in the sport from 1999 to 2005. BAR began by acquiring Tyrrell, and used Supertec engines for their first year. Subsequently, they formed a partnership with Honda which lasted for the next six years.
The team was named after British American Tobacco plc (BAT), which owned and sponsored it in order to display its Lucky Strike and 555 brands. The headquarters were in Brackley, Northamptonshire, United Kingdom.
In mid-November 2004, Japanese automobile manufacturer Honda purchased 45% of the team, and in September 2005 purchased the remaining 55% share to become the sole owner. Consequently, BAR Honda became Honda Racing F1 Team for the 2006 Formula One season. BAT continued as title sponsor with the Lucky Strike brand but due to new tobacco advertising regulations worldwide, pulled its Lucky Strike sponsorship from Formula One entirely at the end of the 2006 season.
At the end of 2005 Honda obtained 100% ownership of BAR from British American Tobacco, completing their ambition to become a full F1 manufacturer team. In addition, Jenson Button's Williams contract was bought out for US$30 million, and Button signed a multi-year contract with Honda.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oneofakind#respect#legend#passion#winner#champion#worldchampion#formulaone#barf1#hondaf1#luckystrike#jensonbutton#brawnf1#supertec#tyrrellf1#beforeitstime#gonebutnotforgotten

Sometimes I reminisce about all the fun times I had at Kclingers Tavern. I wonder what John and Bill are doing right now? I sure would like to share a beer with those guys. #kclingerstavern#beforeitstime#og

The Spyker F1 Team, known as the Etihad Aldar Spyker F1 Team for sponsorship reasons, was a Formula One team that competed in the 2007 Formula One World Championship, and was created by Spyker Cars after their buyout of the short-lived Midland F1 (formerly Jordan Grand Prix) team. The change to the Spyker name was accompanied by a switch in racing livery from the red and white previously used by Midland, to an orange and silver scheme—already seen on the Spyker Spyder GT2-R—orange being the national colour and the auto racing colourof the Netherlands. At the end of the 2007 season the team was sold and renamed Force India.
The previous team boss of Midland, Colin Kolles, remained as team principal into 2007. Michiel Mol became the new Director of F1 racing and member of the Spyker board, and Mike Gascoyne became the Chief Technology Officer from the end of the 2006 season.The team used customer 2006-spec Ferrari engines in 2007, replacing the Toyota units, which went to the Williams team. Although the team remained based in the UK, it chose to register under the Dutch motor racing authority and therefore run under the Dutch flag during 2007.
On 30 September at the 2007 Japanese Grand Prix, the team scored its first championship point. Driver Sutil finished 9th on the track, but was promoted to 8th place and into the points scoring positions when stewards ruled post-race that Toro Rosso's Vitantonio Liuzzi had overtaken Sutil under a yellow flag.
On 14 August, Spyker Cars announced that it might need to sell all or part of the team due to a potential split of the team from its parent company. The team was sold to a consortium named "Orange India" led by Indian businessman Vijay Mallya and Dutch entrepreneur (and existing board member) Michiel Mol after approval by Spyker's shareholders. Mallya attended the Chinese Grand Prix as team owner. The team was renamed Force India for the 2008 season.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oneofakind#respect#legend#passion#winner#champion#worldchampion#formulaone#jordanf1#forceindiaf1#Etihad#midlandf1#beforeitstime#gonebutnotforgotten

Apollon was a Formula One racing car constructor from Switzerland. The team participated in one Formula One World Championship Grand Prix but failed to qualify. The team was formed by racing driver Loris Kessel.
After Loris Kessel had left John Macdonald's RAM team, he approached Frank Williams for a drive at his team. Williams had no place left for Kessel, but could sell him an old car, the FW03. Kessel agreed and approached the Swiss Jolly Club of Switzerland, that was successful in touring cars and rallying. Kessel also hired ex-Ferrari designer Giacomo Caliri. In his FLY-studio the FW03 was heavily updated. The result was a car with a striking long nose and radiators placed directly in front of the front wheel suspension. Painted in fresh yellow and white colours the former FW03 was a nice looking car. The car was renamed the Apollon Fly, named after the sponsor of the project, a pharmacist. However, it took a long time before the Apollon actually appeared on the track. Jolly Club tried to race in Belgium, France, Austria and the Netherlands. However, in Belgium and France, Kessel had transport problems. At Monza the Apollon finally appeared. Because not enough pit boxes were available, the Swiss had to settle for a place in the open air, a clumsy scene. In the untested car Kessel was way too slow and when he went off track in the final qualifying session, the adventure was finally over.
#vintageracing#vintage#classicracing#classic#history#racing#racer#oldschool#olddays#oldtimes#oldstyle#oneofakind#respect#legend#passion#champion#winner#worldchampion#formula1#f1#apollonf1#ramf1#williamsf1#swiss#beforeitstime#gonebutnotforgotten

[part one of two]TWENTY ONE YEARS AGO they were dropping #JEWELZ , and EVEN though this album in particular was part of the soundtrack to my youth, it's only NOW, that I'm mid thirties that I'm fully immersed in #therawtruth of this [#classichiphop ] song 🕶 !
Not to mention these strong pangs of #predictiveprogramming (?)
Everything spoken of in this decades old song is blatantly illustrated in society if you stop and look around.
#WutangForever#IMPOSSIBLE#BEENWOKE#90sshit#90shiphop#hiphopheadsbelike#listentotheWORDStho#favoriteVerses#tooreal#militaryindustrialComplex#fuckvaccines#fabricatedlives#prisonindustrialcomplex#BRAVENEWWORLD#biochemicalwarfare#theRZA#legendaryverses#barz#classicsneverdie#beforeitstime#wuclassics#TeamMUCKRAKER#RZA#Ugod "Fusion of the five elements, to search for the higher intelligence
Women walk around celibate, living irrelevant
The most benevolent king, communication through your dreams
Mental pictures been painted, Allah's heard and seen
Everywhere, throughout your surrounding atmosphere
Troposphere, thermosphere, stratosphere
Can you imagine from one single idea, everything appeared here
Understanding makes my truth, crystal clear
Innocent black immigrants locked in housing tenements
Eighty-Five percent tenants depended welfare recipients
Stapleton's been stamped as a concentration camp
At night I walk through, third eye as bright as a street lamp
Electric microbes, robotic probes
Taking telescope pictures of globe, babies getting pierced with microchips
Stuffed inside their earlobes, then examinated
Blood contaminated, vaccinated, lives fabricated
Exaggerated authorization, Food and Drug Administration
Testing poison in prison population
My occupation to stop the inauguration of Satan
Some claim that it was Reagan, so I come to slay men
Like Bartholomew, cause every particle is physical article
Was diabolical to the last visible molecule
A spaceknight like Rom, consume planets like Unicron
Blasting photon bombs from the arm like Galvatron..."